Railway rail anchor



May 12, 1931. H. GJNORWOOD 7 1,804,510

RAILWAY RAIL ANCHOR Filed May 21, 1950 2 Sheets-Sheet 1 May 12, 1931. H. G. NORWOOD 1,804,510

I RAILWAY RAIL ANCHOR Filed May 21, 1950 2 Sheets-Sheet 2' Inventbr: jfarrzy 6.]? 5210000),

Patented May 12, 1931 UNETED STATES.

PATENT OFFICE HARRY Gr. NORWOOD, OF WASHINGTON, DISTRICT OF COLUMBIA, ASSIGNOR TO THEODORE IE. VON DORN, OF NEW YORK, N. Y. a

RAILWAY RAIL ANCHOR Application filed May 21, 1930. Serial n. 454,495.

This invention pertains to a novel and improved rail anchor designed to be fixedly secured to the base portion of a railway track rail, and adapted to engage with a stationary part of the railway road bed for preventing longitudinal displacement or creeping of'the track rail which is usually caused by the iii' travelof the heavy rolling stock thereupon.

The main object of the invention is to provide-a reliable, durable, simple and effioient rail anchor, or anti-creeper, that possesses the requisite strength, and which when properlyapplied will effectivelyoresist the creeping of the-railway track rail under any and all conditions. 7

Another object of the invention is tov so construct my novel rail anchor that any ten-- dency of the track rail to'creep will serve to swing or turn the anchor about its fulcrum against the cross-tie, thus causing the anchor to more greatly increase and intensify its gripping and clamping action in contact With the base of said track rail/ A' further object of the invention is to lustrated in the accompanying drawings and particularly pointed out in'thev claims'appended hereto, it being understood that slight changes in theprecise form, proportions and minor details of the construction may beresorted to without departing from the spirit or sacrificingany of the advantages of the invention. o

In the accompanying drawings forming a part of this specification it will be seen that: Figure'l is a side elevation of the novel device embodying my invention applied to a railway track rail, showing the rail in cross section and in side elevation a railway crosstie broken away.

proper position it is caused to assume when 3 in practical use applied to the base portion Figure 2 is a longitudinal section taken in the plane of the dotted lines 22, Fig. 1.

Figure 3 is a top plan of the device de tached from the track rail.

Figure 4 is an end elevation.

Figure 5 is a vertical section taken in the plane of the dotted lines 55, Fig. 1.

Figure 6 is a side elevation of a slightly modified form of my railanchor.

Figure 7 is a longitudinal section taken in the plane of the dotted lines 77, Fig. 6.

Figure 8 is a top plan of'the device shown inFig.6. H

Figure 9 is an end elevation, and Figure 10 is a vertical section taken in the plane of the dotted lines 1010, Fig. 6.

In the embodiment of my invent-ion'as illustrated, it will be seen that Fig. 1 shows my improved rail anchor secured in the of'a standard railway track rail 2, the said anchor being designated as an entirety by the letter A,and is formed from a high grade of spring sheet steel possessing therequired thickness and dimensions to furnish a maxi mum strength, by'pressing or stamping a blank sheet in suitable'dies, and at theupper part of the same at one side thereof is formed an overlapping jaw member 3, while at its opposite side or end portion is formed a clamping orgripping member 4, said menibersbeingfadapted to tightly grip and clamp the base portion of the track rail at each side thereof respectively, "when the anchor shall have been forcibly applied to the said rail in its fixed position for use. p

' The body portion 5 is so stamped and formed as to provide a longitudinal depression-or recess'forming an outwardiy or laterally disposed extension 6 throughout its length, while intermediate its length a plurality of vertically disposed depressions or recesses are formed with laterally disposed vertical extensions 7, said depressions and extensions intersecting intermediate their ends, and centrally of the body portion at its upper edge is formed an upwardly extended curved portion 8, while centrally of said body portion at its lowermost edge is formed an upwardly disposed recessed curved portion 9, and at its lowermost side at each end is formed a flange member 9, as clearly shown in Fig. 1, each side of the said body portion being adapted to rest against and contact with across-tie 10, dependent upon the side of the track rail to which the anchor is securely applied, since said anchor is so constructed that it may be readily secured to either side of the railway track rail at either side of a cross-tie.

In applying the anchor to the base of the track rail it is simply necessary to place it by hand on one side of the rail base with its jaw member 3 overlapping the upper inclined surface of the rail base with the lower face of the base of the rail contacting the upper face of the body portion, then by driving it endwise from its left hand end with blows from a sledge such as are usually employed for like purposes, until the inner face of the clamping or gripping member 4: passes the opposite edge of the rail base, when said member 4 will immediately snap upwardly and tightly contact and grip the other side of said rail base, all parts in contact with the railbase being simultaneously under intense 1 gripping and clamping action with said base.

v This device may be readily removed or detached from the rail base by striking the upper face of the clamping member 4 downwardly by the use of a suitable tool, and then drive it off from the right handrend of the anchor, as will be easily understood.

It will be perceived that the operation of a forcing the anchor into its fixed position to the rail base will cause the vertically disposed depressions in the spring steel plate to spread or expand, while the longitudinally disposed depression will become contracted, hence when the clamping member 4 shall have passed the edge of the rail base and snapped into contact with said edge, the reaction and contraction of the body portion of the spring steel plate will necessarily intensify the clamping and gripping power of all of the parts of the anchor that are in contact with the track rail. and the greater the tendency to impart a tilting or canting movement of the anchor by its pressure against the crosstie the more intense the grippingaction of the anchor in contact with the rail, therefore, any tendency of the rail to creep immediately results in the anchor being more intensely gripped and clamped to the rail base, and more forcibly and efiectively resists any creeping action thereof. 3

It will be obvious that the particular formation of the anchor hereinbefore described contributes to materially strengthen it, thus preventing breakage, springing or .dislodgment of the anchor when properly applied in its fixed position.

It will be understood that this anchor may be readily detached from the rail and repeatedly used, thereby increasing its longevity and usefulness.

By reference to Figs. 6 to 10 inclusive, will be seen a slightly modified form of anchor formed with a longitudinal depression forming a lateral extension 11 and a plurality of vertically disposed depressions forming lateral extensions 12, a centrally and downwardly disposed curved portion 13 formed in its upper edge, a downwardly extending cen- 'tra-l portion 14 formed at its lowermost edge,

and a longitudinally disposed flange member 15 also formed at its lowermost edge portion.

It will be perceived that the curved portion 8 Fig. 1, rests in contact with the lower face of the track rail, when the anchor is attached to the rail by hand, hence the: operation of driving the anchor on the rail until the inner edge of the clamping member 4 shall have passed the edge of the track rail will cause the longitudinal-depression to be somewhat contracted, so that when the clamping member 4 shall havesnapped into the position shown, the reaction of the contracted portion will cause the upper edge of the curved portion to bite against the lower face ofthe said track rail with considerable force, while the curved portion 9 with its lateral extension 9 serves to materially strengthen the anchor at its lower end portion. I

Having thus described my invention what I claim and desire tosecure by Letters Patent 1s: r V

1. A one-piece track rail anchor adapted to be secured to the rail base,'comprising a body portion formed with a longitudinal depression intermediate its height and a plurality of vertical depressions intermediate its length. 7

2. A one-piece track rail anchor'adapted to be fixedly secured to the'rail base, comprising a body portion formed with a longitudinal depression intermediate its height and extending its entire length, and a plurality of vertically disposed depressions intermediate'its length .and extending its entire height.

3. A. one-piece rail anchoradapted to be fixedly secured to the rail base, comprising a body portion formed with a longitudinal depression intermediate'its height, and a plurality of vertical depressions intermediate its ends, said longitudinal and vertical depressions intersecting substantially at the central longitudinal center of said body portion.

4:. A track rail anchor formed ofv a single piece of spring sheet steel with a clamping member at each end adapted to engage each side of arail base, and a body portion formed with longitudinally and vertically disposed depressions and lateral extensions, said depressions and extensions intersecting with each other. 1 a

5. A railway track rail anchor formed of spring'sheet steel with a clamping member at each end portion thereof for clamping each side of the rail base, and a body portion formed with a longitudinal depression and lateral extension throughout its length, and a plurality of vertical depressions and lateral extensions throughout its height, said depressions and extensions intersecting at its longitudinal central portion.

6. A railway track rail anchor formed of a single piece of spring sheet steel with a clamping member at each end thereof, a body portion formed with longitudinal and vertical depressions and lateral extensions interseating each other, an outwardly disposed curved'formation at its upper central portion, and an inwardly curved formation centrally of its lower edge portion.

7. A railway rail anchor formed with a clamping member at each end portion thereof, a body portion formed with a longitudinally disposed depression and extension and with a plurality of vertically disposed depressions and extensions, said depressions and extensions intersecting intermediate its height, an outwardly disposed curved portion formed centrally of its upper edge, and an inwardly disposed curved portion formed centrally of its lowermost edge.

HARRY G. NORWOOD. 

